Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
BRAKING SYSTEMS FOR RAILWAY CARS
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is based upon and claims the benefit of priority
from
United States Patent Application No. 15/161,527, filed May 23, 2016.
FIELD OF THE INVENTION
[0002] The present invention relates generally to braking systems for
railway car,
and more particularly to improved slack adjusters, strut assemblies, and brake
assemblies for railway car braking systems.
BACKGROUND OF THE INVENTION
[0003] Railway cars are widely used for transportation of goods and
passengers
throughout the United States and abroad. Railway cars generally include one or
more
truck assemblies including a plurality of specially designed wheels for
traveling along
a vast infrastructure of railway tracks. Braking systems are generally
disposed
between adjacent pairs of wheels for facilitating the stopping or slowing down
of the
railway car.
[0004] A braking system can generally include front and rear brake
assemblies,
each including a pair of brake heads with brake pads for contact with an outer
periphery of the wheels when the front and rear brake assemblies are moved
away
from one another. Commonly, an air cylinder is provided in the braking system
for
generating the force that causes such movement. The air cylinder or another
actuator
causes movement of a linkage system which is connected to and causes movement
of
the front and rear brake assemblies.
[0005] Many braking systems further include assemblies conventionally known
as
slack adjusters for adjusting the movement of the front and rear brake
assemblies as
required. In particular, slack adjusters compensate for brake pad wear by
adjusting
the movement of the front and rear brake assemblies based on changes in the
distance
that the brake heads must travel to contact the wheels. Typically, a slack
adjuster is
built into one of the rods in the linkage system. For example, such linkage
systems
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can include two movable rods, one of which can include a slack adjuster, and
two
movable levers.
[0006] Improvements in slack adjuster and brake assembly design generally
are,
however, desired in the art. For example, improvements in the force
transmission
capabilities, robustness, and overall weight of brake assembly designs are
generally
desired.
BRIFF DESCRIPTION OF THE INVENTION
[0007] Aspects and advantages of the invention are set forth below in the
following description, or may be obvious from the description, or may be
learned
through practice of the invention.
[0008] In accordance with one embodiment of the present disclosure, a
braking
system for a railway car is provided. The braking system defines a
longitudinal axis,
and includes a first brake assembly and a second brake assembly. The first
brake
assembly and the second brake assembly each include a bar assembly and a
plurality
of brake heads connected to the bar assembly. The bar assembly of the first
brake
assembly defines a reference point. The braking system further includes an
actuator
operable to generate a linear force, the actuator disposed proximate the
second brake
assembly. The braking system further includes a fixed rod extending between
the first
brake assembly and the second brake assembly, the fixed rod coupled to the
actuator,
and a movable rod extending between the first brake assembly and the second
brake
assembly, the movable rod translatable along the longitudinal axis based on
operation
of the actuator. The braking system further includes a live lever disposed
proximate
the second brake assembly, the live lever including a first end, a second end,
and a
pivot point between the first end and the second end, the first end connected
to the
actuator, the second end connected to the movable rod. The braking system
further
includes a dead lever disposed proximate the first brake assembly, the dead
lever
including a first end, a second end, and a pivot point between the first end
and the
second end, the first end connected to the movable rod, the second end
connected to
the fixed rod. The braking system further includes a slack adjuster disposed
proximate the first brake assembly, the slack adjuster connected to the first
brake
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assembly and the dead lever and operable to adjust a distance along the
longitudinal
axis between the reference point and the pivot point of the dead lever.
[0009] In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system defines a
longitudinal axis. The braking system includes a first brake assembly, the
first brake
assembly including a bar assembly and a plurality of brake heads connected to
the bar
assembly, the bar assembly including a tension bar assembly and a compression
bar,
and wherein a reference point is defined on the tension bar at a central point
along a
transverse axis. The braking system further includes a second brake assembly,
the
second brake assembly including a bar assembly and a plurality of brake heads
connected to the bar assembly, the bar assembly including a tension bar
assembly and
a compression bar. The braking system further includes an actuator operable to
generate a linear force, the actuator disposed between the tension bar
assembly and
the compression bar of the second brake assembly. The braking system further
includes a fixed rod extending between the first brake assembly and the second
brake
assembly, the fixed rod coupled to the actuator, and a movable rod extending
between
the first brake assembly and the second brake assembly, the movable rod
coupled to
the actuator and translatable along the longitudinal axis based on operation
of the
actuator. The braking system further includes a live lever disposed between
the
tension bar assembly and the compression bar of the second brake assembly, the
live
lever including a first end, a second end, and a pivot point between the first
end and
the second end, the first end connected to the actuator, the second end
connected to
the movable rod. The braking system further includes a dead lever disposed
between
the tension bar assembly and the compression bar of the first brake assembly,
the dead
lever including a first end, a second end, and a pivot point between the first
end and
the second end, the first end connected to the movable rod, the second end
connected
to the fixed rod. The braking system further includes a slack adjuster
disposed
between the tension bar assembly and the compression bar of the first brake
assembly,
the slack adjuster connected to the tension bar assembly of the first brake
assembly
and the dead lever and operable to adjust a distance along the longitudinal
axis
between the reference point and the pivot point of the dead lever. Rotation of
the first
end of the dead lever about the pivot point of the dead lever within a first
angle range
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causes no adjustment of the distance along the longitudinal axis between the
reference
point and the pivot point and rotation of the first end of the dead lever
about the pivot
point of the dead lever within a second angle range different from the first
angle range
causes adjustment of the distance along the longitudinal axis between the
reference
point and the pivot point.
[0010] In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system defines a
longitudinal axis. The braking system includes a first brake assembly, the
first brake
assembly including a bar assembly and a plurality of brake heads connected to
the bar
assembly, the bar assembly including a tension bar assembly and a compression
bar.
The bar assembly further includes a second brake assembly, the second brake
assembly including a bar assembly and a plurality of brake heads connected to
the bar
assembly, the bar assembly including a tension bar assembly and a compression
bar.
The bar assembly further includes an actuator operable to generate a linear
force, the
actuator disposed between the tension bar assembly and the compression bar of
the
second brake assembly. The bar assembly further includes a fixed rod extending
between the first brake assembly and the second brake assembly, and a movable
rod
extending between the first brake assembly and the second brake assembly, the
movable rod connected to the actuator and translatable along the longitudinal
axis
based on operation of the actuator. The bar assembly further includes a live
lever
disposed proximate the second brake assembly, the live lever including a first
end, a
second end, and a pivot point between the first end and the second end, the
first end
connected to the actuator, the second end connected to the movable rod. The
bar
assembly further includes a strut assembly disposed between and connected to
the
tension bar assembly and the compression bar of the second brake assembly,
wherein
the pivot point of the live lever is coupled to the strut assembly.
[0011] In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system defines a
longitudinal axis. The braking system includes a first brake assembly, the
first brake
assembly including a bar assembly and a plurality of brake heads connected to
the bar
assembly, the bar assembly including a tension bar assembly and a compression
bar,
the tension bar assembly comprises a first tension bar and a second tension
bar spaced
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apart from the first tension bar along a vertical axis. The braking system
further
includes a second brake assembly, the second brake assembly including a bar
assembly and a plurality of brake heads connected to the bar assembly, the bar
assembly including a tension bar assembly and a compression bar, the tension
bar
assembly including a first tension bar and a second tension bar spaced apart
from the
first tension bar along the vertical axis. The braking system further includes
an
actuator operable to generate a linear force, the actuator disposed between
the tension
bar assembly and the compression bar of the second brake assembly. The braking
system further includes a fixed rod extending between the first brake assembly
and
the second brake assembly, and a movable rod extending between the first brake
assembly and the second brake assembly, the movable rod connected to the
actuator
and translatable along the longitudinal axis based on operation of the
actuator. The
braking system further includes a live lever disposed proximate the second
brake
assembly, the live lever including a first end, a second end, and a pivot
point between
the first end and the second end, the first end connected to the actuator, the
second
end connected to the movable rod. The braking system further includes a strut
assembly disposed between and connected to the tension bar assembly and the
compression bar of the second brake assembly, the strut assembly including a
first
strut member and a second strut member, the second strut member spaced from
the
first strut member along the vertical axis, wherein the pivot point of the
live lever is
coupled to the first strut member and the second strut member, and wherein the
live
lever is disposed between the first strut member and the second strut member
along
the vertical axis.
[0012] In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system defines a
longitudinal axis. The braking system includes a first brake assembly, the
first brake
assembly including a bar assembly, a plurality of brake heads connected to the
bar
assembly, and a plurality of end extensions connected to the bar assembly, the
bar
assembly including a tension bar assembly and a compression bar. The braking
system further includes a second brake assembly, the second brake assembly
including a bar assembly, a plurality of brake heads connected to the bar
assembly,
and a plurality of end extensions connected to the bar assembly, the bar
assembly
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including a tension bar assembly and a compression bar. The braking system
further
includes an actuator operable to generate a linear force, the actuator
disposed between
the tension bar assembly and the compression bar of the second brake assembly.
The
braking system further includes a fixed rod extending between the first brake
assembly and the second brake assembly, and a movable rod extending between
the
first brake assembly and the second brake assembly, the movable rod connected
to the
actuator and translatable along the longitudinal axis based on operation of
the
actuator. The braking system further includes a live lever disposed proximate
the
second brake assembly, the live lever including a first end, a second end, and
a pivot
point between the first end and the second end, the first end connected to the
actuator,
the second end connected to the movable rod.
[0013] In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system defines a
longitudinal axis. The braking system includes a first brake assembly, the
first brake
assembly including a bar assembly, a plurality of brake heads connected to the
bar
assembly, and a plurality of end extensions connected to the bar assembly, the
bar
assembly including a tension bar assembly and a compression bar. The braking
system further includes a second brake assembly, the second brake assembly
including a bar assembly, a plurality of brake heads connected to the bar
assembly,
and a plurality of end extensions connected to the bar assembly, the bar
assembly
including a tension bar assembly and a compression bar. The braking system
further
includes an actuator operable to generate a linear force, the actuator
disposed between
the tension bar assembly and the compression bar of the second brake assembly.
The
braking system further includes a fixed rod extending between the first brake
assembly and the second brake assembly, and a movable rod extending between
the
first brake assembly and the second brake assembly, the movable rod connected
to the
actuator and translatable along the longitudinal axis based on operation of
the
actuator. The braking system further includes a live lever disposed proximate
the
second brake assembly, the live lever including a first end, a second end, and
a pivot
point between the first end and the second end, the first end connected to the
actuator,
the second end connected to the movable rod. Each of the plurality of end
extensions
of the first brake assembly and the second brake assembly includes a connector
body
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and a support body extending from the connector body. The support body of each
of
the plurality of end extensions of the first brake assembly and the second
brake
assembly is offset from a midpoint of the associated bar assembly along a
vertical
axis, and each of the plurality of brake heads is offset from a midpoint of
the
associated bar assembly along the vertical axis.
[0014] Those of skill in the art will better appreciate the features and
aspects of
such embodiments, and others, upon review of the specification.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] A full and enabling disclosure of the present invention, including
the best
mode thereof to one skilled in the art, is set forth more particularly in the
remainder of
the specification, including reference to the accompanying figures, in which:
[0016] FIG. 1 is an overhead view of portions of an exemplary railway car
truck
(shown in phantom) having a braking system in accordance with one embodiment
of
the present disclosure installed therein;
[0017] FIG. 2 is an overhead view of the exemplary braking system depicted
in
FIG. 1 in an non-deployed position;
[0018] FIG. 3 is an overhead view of the exemplary braking system depicted
in
FIG. 1 in a deployed position with a slack adjuster of the braking system not
actuated;
[0019] FIG. 4 is an overhead view of the exemplary braking system depicted
in
FIG 1 in a deployed position after actuation of a slack adjuster of the
braking system;
[0020] FIG. 5 is a close-up overhead view of a slack adjuster of a braking
system
with the braking system in an non-deployed position in accordance with one
embodiment of the present disclosure;
[0021] FIG. 6 is a close-up overhead view of the slack adjuster depicted in
FIG. 5
with the braking system in a deployed position and the slack adjuster not
actuated;
[0022] FIG. 7 is a close-up overhead view of the slack adjuster depicted in
FIG. 5
with the braking system in a deployed position and the slack adjuster
actuated;
[0023] FIG. 8 is a close-up perspective view of a slack adjuster, with a
cover
removed, in accordance with one embodiment of the present disclosure;
[0024] FIG. 9 is a side cross-sectional view of a slack adjuster in
accordance with
one embodiment of the present disclosure;
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[0025] FIG. 10 is a perspective view of a camming bar of a slack adjuster
in
accordance with one embodiment of the present disclosure;
[0026] FIG. 11 is a front cross-sectional view of a slack adjuster in
accordance
with one embodiment of the present disclosure with pawls of the slack adjuster
in a
first position;
[0027] FIG. 12 is a front cross-sectional view of the slack adjuster
depicted in
FIG 11 with pawls of the slack adjuster in a second position;
[0028] FIG. 13 is a front cross-sectional view of the slack adjuster
depicted in
FIG. 11 with pawls of the slack adjuster in a third position;
[0029] FIG. 14 is an overhead view of a strut assembly shown within a
braking
system in accordance with one embodiment of the present disclosure;
[0030] FIG. 15 is a perspective view of the strut assembly depicted in FIG.
14;
[0031] FIG. 16 is a side view of the strut assembly depicted in FIG. 14;
[0032] FIG. 17 is another perspective view of the strut assembly depicted
in FIG.
14;
[0033] FIG. 18 is a perspective view of a strut assembly shown within a
braking
system in accordance with another embodiment of the present disclosure;
[0034] FIG. 19 is a side view of the strut assembly depicted in FIG. 18;
[0035] FIG. 20 is a perspective view of a portion of a brake assembly,
including a
brake head and an end extension, in accordance with one embodiment of the
present
disclosure;
[0036] FIG. 21 is another perspective view of the portion of the brake
assembly
depicted in FIG. 20, and
[0037] FIG. 22 is a side view of the portion of the brake assembly depicted
in
FIG. 20.
DETAILED DESCRIPTION OF THE INVENTION
[0038] Reference will now be made in detail to present embodiments of the
invention, one or more examples of which are illustrated in the accompanying
drawings. The detailed description uses numerical and letter designations to
refer to
features in the drawings. Like or similar designations in the drawings and
description
have been used to refer to like or similar parts of the invention. As used
herein, the
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terms "first", "second", and "third" may be used interchangeably to
distinguish one
component from another and are not intended to signify location or importance
of the
individual components. Similarly, the terms "front" and "rear" may be used to
describe certain components relative to one another, it being understood that
the
orientation of the components may be reversed depending for example on a
traveling
direction of the railway car. Further, the term "longitudinally" may for
example refer
to the relative direction substantially parallel to the traveling direction of
a railway
car, and "transverse" may refer for example to the relative direction
substantially
perpendicular to the traveling direction of the railway car.
[0039] Each example is provided by way of explanation of the invention, not
limitation of the invention. In fact, it will be apparent to those skilled in
the art that
modifications and variations can be made in the present invention without
departing
from the scope or spirit thereof. For instance, features illustrated or
described as part
of one embodiment may be used on another embodiment to yield a still further
embodiment. Thus, it is intended that the present invention covers such
modifications
and variations as come within the scope of the appended claims and their
equivalents.
[0040] Referring now to the figures, Fig. 1 provides a braking system 50 in
accordance with an exemplary embodiment of the present disclosure, installed
in an
exemplary railway car truck 10 (shown in phantom). The railway car truck
depicted
in Fig. 1 generally includes a first axle 14 and a second axle 20, connected
and
supported by a chassis 24. The first axle 14 includes a pair of first wheels
12
rotatably mounted thereto and similarly, the second axle 20 includes a pair of
second
wheels 18 rotatably mounted thereto. The chassis 24 may support a portion of a
railway car (not shown) and allow the truck 10 and railway car, using the
first and
second wheels 12, 18, to roll along a corresponding infrastructure of railway
car
tracks (not shown).
[0041] As will be discussed in greater detail below, the railway car truck
10
further includes an exemplary braking system 50, including a first brake
assembly 52
and a second brake assembly 54, spaced from one another along a longitudinal
axis L
(see Figs. 2-4). As shown, a transverse axis T and vertical axis V are
additionally
defined. The axes L, T, V are mutually orthogonal. In certain exemplary
embodiments, the first brake assembly 52 may correspond to a front brake
assembly
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and the second brake assembly 54 may correspond to a rear brake assembly.
Similarly, in certain exemplary embodiments, the first and second axles 14, 20
of the
truck 10 may correspond to front and rear axles, and the first and second
wheels 12,
18 may correspond to front and rear wheels. The braking system 50 is
configured to
generate friction between an outer periphery 16, 22 of the first and second
wheels 12,
18, respectively, to slow and/or stop the railway car truck 10.
[0042] Referring now to Figs. 2-4, the exemplary braking system 50 of Fig.
1 will
be described in greater detail. The first brake assembly 52 includes a
plurality of
brake heads 56, such as a pair of brake heads 56 as shown, disposed at
transverse ends
(along transverse axis T) of the first brake assembly 52. The brake heads 56
each
include one or more brake pads (not shown) defining a thickness and configured
to
contact an outer periphery 16 of the first wheels 12 (see Fig. 1). First brake
assembly
52 further includes a bar assembly 58, which can for example include a tension
bar
assembly 60 and a compression bar 64 each extending between the brake heads
56.
[0043] In exemplary embodiments as shown, tension bar assembly 60 may
include a first tension bar 61 and a second tension bar 62. The second tension
bar 62
may be spaced apart from the first tension bar 61 along the vertical axis V.
As shown,
no intermediate bars or members may directly connect the first and second
tension
bars 61, 62. In exemplary embodiments, the first and second tension bars 61,
62 may
be generally flat bar members, as shown.
[0044] The compression bar 64, on the other hand, in exemplary embodiments
may be formed from, for example, a C-channel member or other suitable bar.
[0045] As with the first brake assembly 52, the second brake assembly 54
similarly includes a plurality of brake heads 66, such as a pair of brake
heads 66 as
shown, disposed at transverse ends of the second brake assembly 54, each with
one or
more brake pads (not shown) defining a thickness and configured to contact an
outer
periphery 22 of the second wheels 18. Second brake assembly 54 further
includes a
bar assembly 68, which can for example include a tension bar assembly 70 and a
compression bar 74 each extending between the brake heads 66.
[0046] In exemplary embodiments as shown, tension bar assembly 70 may
include a first tension bar 71 and a second tension bar 72. The second tension
bar 72
may be spaced apart from the first tension bar 71 along the vertical axis V.
As shown,
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no intermediate bars or members may directly connect the first and second
tension
bars 71, 72. In exemplary embodiments, the first and second tension bars 71,
72 may
be generally flat bar members, as shown.
[0047] The compression bar 74, on the other hand, in exemplary embodiments
may be formed from, for example, a C-channel member or other suitable bar.
[0048] One having skill in the art will appreciate, however, that in other
exemplary embodiments, the braking system 50 may have any other suitable
configuration of first and second brake assemblies 52, 54. For example, in
other
exemplary embodiments, the brake heads 56, 66 may have any other suitable
construction and may include any suitable number of brake pads. In still other
embodiments, the brake assemblies 52, 54 may not include both the tension bar
assemblies and/or compression bars, and additionally, or alternatively, may
include
any other suitable bar members and/or configurations of structural components.
[0049] Referring still to Figs. 2-4, the braking system 50 slows and/or
stops the
railway car truck 10 (see Fig. 1) by applying a divergent braking force
between and to
the first and second brake assemblies 52, 54, or more particularly, through
the brake
assemblies 52, 54 to the respective brake heads 56, 66 and brake pads. For the
exemplary braking system 50 depicted in Figs. 2-4, this force originates with
an
actuator 80 which, when actuated, provides a force which is transmitted to and
through the first and second brake assemblies 52, 54. In general, actuator 80
is
operable to generate a linear force which is transmitted to and through the
first and
second brake assemblies 52, 54 As illustrated, the linear force may be
generated
along the longitudinal axis L. In exemplary embodiments, as illustrated, the
actuator
80 may be an inflatable air bag. Alternatively, however, the actuator 80 may
be a
brake cylinder, such as an air powered cylinder, hydraulic cylinder, or
electric
cylinder, or any other suitable actuator capable of generating a linear force.
[0050] Notably, in embodiments wherein the actuator 80 is an air bag, the
actuator
80 can include a bladder 82 which is generally inflated and deflated when
actuated as
desired. The bladder 82 can be positioned between opposing plates 84, as
shown, or
rings. The plates 84 or rings are generally the components of the air bag that
are
connected to other components of the braking system 50 as discussed herein.
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[0051] Actuator 80 may be disposed proximate the second brake assembly 54.
For example, in exemplary embodiments as discussed, second brake assembly 54
may
include a compression bar 74and a tension bar assembly 70. Actuator 80 may be
disposed within the second brake assembly 54, such as in these embodiments
between
the compression bar 74 and the tension bar assembly 70.
[0052] To facilitate transmission of the linear force generated by the
actuator 80
to the brake assemblies 52, 54, a movable rod 90 may extend between the first
and
second brake assemblies 52, 54, such as along the longitudinal axis L. Movable
rod
90 may be a rigid rod, formed for example from a suitable metal or other
suitable
material, which extends between a first end 92 and a second end 94. The
movable rod
90, such as the second end 94 thereof, may be coupled to the actuator 80. For
example, the movable rod 90 may be indirectly connected to the actuator 80 via
a live
lever as discussed herein. Accordingly, the movable rod 90 may be translatable
along
the longitudinal axis L based on operation of the actuator 80. Actuation of
the
actuator 80 thus causes translation of the movable rod 90 along the
longitudinal axis
L.
[0053] In some embodiments, the movable rod 90 may for example be formed
form a single component and/or have a non-adjustable length (i.e. maximum
length
between the first end 92 and second end 94). Alternatively as shown, the
movable rod
90 may be formed from multiple components and/or have an adjustable length.
For
example, in exemplary embodiments as shown, the movable rod 90 may be or
include
a turnbuckle. The turnbuckle may include an intermediate portion and end
portions
which may be connected via threaded interfaces. Rotation of the intermediate
portion
relative to the end portions or the end portions relative to the intermediate
portions
may cause adjustment to the length of the rod 90.
[0054] To further facilitate transmission of the linear force generated by
the
actuator 80 to the brake assemblies 52, 54, braking system 50 may further
include a
fixed rod 100. Similar to the movable rod 90, fixed rod 100 may extend between
the
first and second brake assemblies 52, 54, such as along the longitudinal axis
L. Fixed
rod 90 may be a rigid rod, formed for example from a suitable metal or other
suitable
material, which extends between a first end 102 and a second end 104. Fixed
rod 100
may further be spaced apart from movable rod 90, such as along transverse axis
T.
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For example, fixed rod 100 and movable rod 90 may be positioned on opposite
sides
of a centerline of the braking system 50 defined by the longitudinal axis L.
Notably,
fixed rod 100 may remain generally stationary, and not translate, rotate, or
otherwise
significantly move, during operation of the braking system 50 as a result of
actuation
of the actuator 80. Thus, while movable rod 90 translates based on such
actuation,
fixed rod 100 does not. As illustrated, fixed rod 100 may be coupled to the
actuator
80, such as via a flange of a stmt assembly as discussed herein.
[0055] A dead lever 110 may be provided in the braking system 50 to
transmit the
linear force from the actuator 80 and movable rod 90 to the brake assemblies
52, 54.
In exemplary embodiments, lever 110 may be disposed proximate the first brake
assembly 52 (generally opposite the actuator 80 along the longitudinal axis
L). For
example, in exemplary embodiments as discussed, first brake assembly 52 may
include a compression bar 64 and a tension bar assembly 60. Lever 110 may be
disposed within the first brake assembly 52, such as in these embodiments
between
the compression bar 64 and the tension bar assembly 60.
[0056] Lever 110 may include a first end 112, a second end 114, and a pivot
point
116. Pivot point 116 is generally disposed between the first end 112 and the
second
end 114. Further, lever 110 may couple the rods 90, 100 together. For example,
movable rod 90, such as the first end 92 thereof, may be connected to the
first end 112
of the lever 110 (such as via a suitable mechanical connection, etc.). Fixed
rod 100,
such as the first end 102 thereof, may similarly be connected to the second
end 114 of
the lever 110.
[0057] A live lever 120 may additionally be provided in the braking system
50 to
transmit the linear force from the actuator 80 and movable rod 90 to the brake
assemblies 52, 54. In exemplary embodiments, lever 120 may be disposed
proximate
the second brake assembly 52 (generally opposite the dead lever 110 along the
longitudinal axis L). For example, in exemplary embodiments as discussed,
second
brake assembly 54 may include a compression bar 74 and a tension bar assembly
70.
Lever 120 may be disposed within the second brake assembly 54, such as in
these
embodiments between the compression bar 74 and the tension bar assembly 70.
[0058] Lever 120 may include a first end 122, a second end 124, and a pivot
point
126. Pivot point 126 is generally disposed between the first end 122 and the
second
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end 124. Further, lever 110 may indirectly couple the rods 90, 100 together
via the
actuator 80. For example, movable rod 90, such as the second end 94 thereof,
may be
connected to the second end 124 of the lever 120 (such as via a suitable
mechanical
connection, etc.). Actuator 80 may be connected to the first end 122 of the
lever 120,
such as via a flange of a strut assembly as discussed herein.
[0059] Notably, distances may be defined between the first and second
points of
each lever and the pivot points of those levers. For example, a maximum
distance
113 may be defined between the first end 112 and pivot point 116, a maximum
distance 115 may be defined between the second end 114 and pivot point 116, a
maximum distance 123 may be defined between the first end 122 and pivot point
126,
a maximum distance 125 may be defined between the second end 124 and pivot
point
126. In some embodiments, a maximum distance 113 and maximum distance 115
may be equal. Alternatively, a maximum distance 115 may be greater than a
maximum distance 113 as shown, or a maximum distance 113 may be greater than a
maximum distance 115. Similarly, in some embodiments, a maximum distance 123
and maximum distance 125 may be equal. Alternatively, a maximum distance 125
may be greater than a maximum distance 123 as shown, or a maximum distance 123
may be greater than a maximum distance 125. Differences in maximum distances
may advantageously provide lever differentials which provide desired braking
forces.
[0060] Movement of the levers 110, 120 based on actuation of the actuator
80
may generally cause movement of the brake assemblies 52, 54 to cause braking
operations as discussed above. For example, and notably, actuation of the
actuator 80
causes rotation of the live lever 120 about the pivot point 126. Specifically,
the first
end 122 may rotate due to actuation of the actuator 80, and may cause rotation
of the
second end 124. This movement of the second end 124 causes translation of the
movable rod 90 but no movement of the fixed rod 100. Further, movable rod 90
and
fixed rod 100 are both connected to the lever 110 at the ends 112, 114 of the
lever
110. As a result, and as illustrated, translation of the movable rod 90 along
the
longitudinal axis L causes translation of the first end 112 and the pivot
point 116
along the longitudinal axis L and rotation of the first end 112 and the pivot
point 116
about the second end 114. Second end 114, due to the connection to the fixed
rod
100, remains stationary. Such movement of the first end 112 and pivot point
116,
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however, generally causes a distance 118 along the longitudinal axis L between
the
first brake assembly 52 and the second brake assembly 54 to change, with an
increase
in the distance 118 resulting in contact with the wheels 12, 18 and resulting
braking
and a decrease in the distance 118 resulting in ceasing of contact and braking
operations.
[0061] Fig. 2 illustrates the braking system 50 in a non-deployed position,
with
the actuator 80, in this case an air bag, not actuated Fig 3 illustrates the
braking
system 50 in a deployed position after actuation of the air bag.
[0062] To facilitate the movement of the first and second brake assemblies
52, 54
along the longitudinal axis L, the various components of the system 50 must be
connected to the brake assemblies 52, 54. For example, braking system 50 may
include a strut assembly 200 which is disposed proximate the second brake
assembly
54, such as between the tension bar assembly 70 and the compression bar 74.
Strut
assembly 200 may, for example, be connected to the second brake assembly 54,
such
as to the tension bar assembly 70 and/or compression bar 74 as illustrated.
Actuator
80, fixed rod 100 (such as second end 104), and live lever 120 may be
connected to
components of the strut assembly 200, and fixed rod 100. Accordingly, strut
assembly 200 may facilitate the transfer of braking force to the second brake
assembly 54. Exemplary embodiments of strut assembly 200 will be discussed in
detail herein.
[0063] Braking system 50 may further include a slack adjuster 130 Slack
adjuster 130 may be disposed proximate the first brake assembly 52, such as
between
the tension bar assembly 60 and the compression bar 64. Slack adjuster 130
may, for
example, be connected to the first brake assembly 52, such as to the tension
bar
assembly 60 and/or compression bar 64 as illustrated. Further, and critically,
the
slack adjuster 130 may be connected to the lever 110, such as to the pivot
point 116 as
illustrated.
[0064] In addition to transmitting the braking force from the rods 90, 100
and
levers 110, 120 to the first brake assembly 52, slack adjuster 130 may
additionally
generally adjust the distance 118 to account for wear in the system 50, such
as in the
brake heads 56, 66 and specifically the pads thereof For example, as
mentioned, Fig.
3 illustrates the braking system 50 in a deployed position after actuation of
the air bag.
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In Fig. 3, the slack adjuster 130 has not been actuated, because the brake
heads 56, 66
generally contact the wheels 12, 18 when the lever 110 is rotated within a
first angle
range 132, as discussed herein. The first angle range 132 can generally be
optimized
on a system-by-system basis based on the optimal performance of the actuator
80 and
other components of the system 50. After a period of use, however, the brake
heads
56, 66, and specifically the brake pads thereof, may wear, thus requiring the
brake
assemblies 52, 54 to travel further along the longitudinal direction L in
order for the
brake heads 56, 66 to contact the wheels 12, 18. Accordingly, lever 110 may be
required to rotate within a second angle range 134 that is greater than the
first angle
range 132 for this contact to the made. However, the increased actuation that
is
required of the actuator 80 to cause this further rotation of the lever 110
may require
that the actuator 80 operate outside of its peak performance range, thus
causing non-
optimal braking. Slack adjuster 130 may adjust the distance 118 to account for
this
situation, for example increasing the distance 118 such that lever 110 is only
required
to rotate within the first angle range 132 to facilitate braking despite the
brake head
56, 66 wear, etc. Fig. 4, for example, illustrates the brake system 50 in the
deployed
position and after actuation of the slack adjuster 130, with distance 118
increased
relative to Fig. 3 such that the brake heads 56, 66 again generally contact
the wheels
12, 18 when the lever 110 is rotated within a first angle range 132.
[0065] Specifically, in the embodiments shown, slack adjuster 130 is
advantageously operable to adjust a distance 136 along the longitudinal axis L
between a reference point 138 and the pivot point 116. Reference point 138 is
defined
by and on the bar assembly 58 of the first brake assembly 52. For example,
reference
point 138 can be defined on the tension bar assembly 60 or the compression bar
64.
In the embodiments illustrated, reference point 138 is defined as a central
point along
the transverse axis T on the tension bar assembly 60, such as on either the
first or
second tension bar 61, 62. Referring briefly to Figs. 5 through 7, for
example,
rotation of the first end 112 about the pivot point 116 within first angle
range 132
causes no adjustment of the distance 136 along the longitudinal axis L between
the
reference point 138 and the pivot point 116. Rotation of the first end 112
about the
pivot point 116 within second angle range 134, which is different from and in
exemplary embodiments greater than the first angle range 132 causes adjustment
of
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the distance 136 along the longitudinal axis L between the reference point 138
and the
pivot point 116. Fig. 5 illustrates slack adjuster 130 in a non-deployed
position, with
braking system 50 generally also in a non-deployed position. Fig. 6
illustrates
braking system 50 actuated to a deployed position, with slack adjuster 130 in
a non-
deployed position. As illustrated, because first end 112 is within first angle
range
132, the slack adjuster 130 has not been actuated. Fig. 7 illustrates braking
system 50
actuated to a deployed position, with slack adjuster 130 illustrated after
actuation in
the deployed position due to rotation of the first end 112 into the second
angle range
134. Fig. 4 similarly illustrates slack adjuster 130 after actuation in the
deployed
position.
[0066] The location and operation of slack adjusters 130 as disclosed
herein
provides numerous advantages. For example, the positioning of the slack
adjuster 130
allows both a fixed rod 100 to be utilized, and eliminates the requirement for
a slack
adjuster incorporated into the fixed rod 100 or movable rod 90. This
contributes to
the robustness and improved force transmission of brake systems 50 of the
present
disclosure. Further, slack adjusters 130 positioned in accordance with the
present
disclosure may advantageously be relatively compact and may thus
advantageously
decrease the weight of the associated system 50.
[0067] Referring now to Figs. 5 through 13, embodiments of slack adjusters
130
in accordance with the present disclosure will be described in detail. It
should be
understood, however, that any slack adjuster 130 which is operable to adjust a
distance 136 along the longitudinal axis L between a reference point 138 and a
pivot
point 116 is within the scope and spirit of the present disclosure.
[0068] As illustrated, a slack adjuster 130 in accordance with the present
disclosure may include a first body 140 connected to the lever 110 at the
pivot point
116, and a second body 142 connected to the bar assembly 59. For example, as
shown, second body 142 may be connected to the tension bar 60. First body 140
may
be translatable relative to the second body 142 along the longitudinal axis L.
Further,
in exemplary embodiments as illustrated and due to the connections of the
first and
second bodies 140, 142 as shown, translation of the first body 140 relative to
the
second body 142 along the longitudinal axis L may adjust the distance 136
along the
longitudinal axis L between the reference point 138 and the pivot point 116.
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[0069] Slack adjuster 130 may further include one or more springs 144
(which
may for example be compression springs or other suitable biasing members).
Each
spring 144 may be operable to bias the first body 140 along the longitudinal
axis L,
such as relative to (and in exemplary embodiments away from) the second body
142.
For example, in embodiments wherein springs 144 are compression springs, the
springs 144 may be compressed when the slack adjuster 130 is not deployed. As
discussed herein, springs 144 may be held in the compressed position by a
ratchet
assembly or other suitable actuatable component of the slack adjuster 130.
When the
slack adjuster 130 is actuated, the springs 144 may be released, and the
outward bias
of the springs 144 may force the first body 140 away from the second body 142
along
the longitudinal axis L, thus deploying the slack adjuster 130.
[0070] As shown, slack adjuster 130 may include one or more guide rails
146.
The guide rails 146 may extend from the second body 142. First body 140 may be
movable connected to the guide rails 146, and may be translatable along the
guide
rails 146. Further, a spring 144 may be associated with a guide rail 146. For
example, a spring 144 may generally surround a guide rail 146 as illustrated.
Accordingly, guide rails 146 may generally guide the travel of the springs 144
and the
first body 140 relative to the second body 142.
[0071] As mentioned, slack adjuster 130 may further include, for example, a
ratchet assembly 150. Ratchet assembly 150 may generally be operable to cause
translation of the first body 140 relative to the second body 142. For
example, as
discussed, rotation of the first end 112 about the pivot point 116 within
first angle
range 132 causes no actuation of the slack adjuster 130, and thus no
adjustment of the
distance 136 along the longitudinal axis L between the reference point 138 and
the
pivot point 116. Rotation of the first end 112 about the pivot point 116
within second
angle range 134 causes actuation and deployment of the slack adjuster 130, and
thus
adjustment of the distance 136 along the longitudinal axis L between the
reference
point 138 and the pivot point 116. Ratchet assembly 150 may be actuatable to
release
the springs 144 and cause movement of the first body 140 as discussed above,
thus
causing actuation and deployment of the slack adjuster 130. Figs. 8 through 13
illustrate embodiments and components of ratchet assemblies 150 in accordance
with
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the present disclosure. In Fig. 8, a cover 152 of the ratchet assembly 150 has
been
removed for ease of viewing other components of the ratchet assembly 150.
[0072] As illustrated, ratchet assembly 150 can include a rotatable nut 154
and
one or more pawls engageable with the nut 154. For example, a first pawl 160
and a
second pawl 162 may each be engageable with a plurality of external teeth 156
of the
nut 154. Further, a screw rod 164 may be connected, such as threadably
connected, to
the nut 154. For example, external threads 166 of the screw rod 164 may be
threadably connected to internal threads 158 of the rotatable nut 154.
Additionally,
screw rod 164 may be connected, such as threadably connected, to a fixed nut
170.
For example, the external threads 166 may be threadably connected to internal
threads
172 of the fixed nut 170. Fixed nut 170 may, for example, be connected to or
housed
within the second body 142.
[0073] Referring briefly to Figs. 9 and 11 through 13, the pawls 160, 162
may
each be rotated between an engaged position wherein the pawl 160, 162 is
contacting
the plurality of external teeth 156 and a disengaged position wherein the pawl
160,
162 is spaced from the plurality of external teeth 156. When a pawl 160, 162
contacts
the external teeth 156, this contact generally prevents rotation of the nut
154, and thus
the connected screw rod 164, in a particular direction. Further, when two
pawls 160,
162 are utilized as illustrated, the pawls 160, 162 may be positioned such
that contact
with the external teeth 156 by the first pawl 160 generally prevents rotation
of the nut
154 in a first direction and contact with the external teeth 156 by the second
pawl 162
generally prevents rotation of the nut 154 in a second opposite direction. The
first
direction may, for example, be the direction of rotation that the nut 154 and
screw rod
164 rotate in as the first body 140 translates away from the second body 142,
and the
second direction may, for example, be the direction of rotation that the nut
154 and
screw rod 164 rotate in as the first body 140 translates towards the second
body 142.
Such rotation is caused in the first direction by the spring bias and the
interaction
between the screw rod 164 and fixed nut 170, and this rotation causes
translation of
the screw rod 164 and rotatable nut 154 with the first body 140 and relative
to the
fixed nut 170 and second body 142. Rotation in the second opposite direction
(and
accompanying translation) can be caused manually by an operator resetting the
slack
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adjuster 130, or can alternatively be caused by a suitable selectively
actuatable or
biasing component.
[0074] Fig. 11 illustrates first pawl 160 in an engaged position and second
pawl
162 in a disengaged position. In these positions, the ratchet assembly 150
prevents
rotation of the screw rod 164 and rotatable nut 154 in a first direction and
thus
prevents translation of the first body 140 away from the second body. However,
rotation of the screw rod 164 and rotatable nut 154 in a second direction and
thus
translation of the first body 140 towards the second body is allowed. Fig. 12
illustrates first pawl 160 in a disengaged position and second pawl 162 in a
disengaged position. Fig. 13 illustrates first pawl 160 in a disengaged
position and
second pawl 162 in an engaged position. In both of these positions, the
ratchet
assembly 150 allows rotation of the screw rod 164 and rotatable nut 154 in a
first
direction and thus allows translation of the first body 140 away from the
second body.
In the positions of Fig. 12, the ratchet assembly 150 allows rotation of the
screw rod
164 and rotatable nut 154 in a second direction and thus allows translation of
the first
body 140 towards the second body. In the positions of Fig. 13, the ratchet
assembly
150 prevents rotation of the screw rod 164 and rotatable nut 154 in a second
direction
and thus prevents translation of the first body 140 towards the second body.
[0075] Referring again generally to Figs. 5 through 13, ratchet assembly
150 may
further include a camming bar 180. The camming bar 180 may be operable to
adjust
the positions of the pawls 160, 162, and thus selectively allow translation of
the first
body 140 relative to the second body 142 as discussed above. For example,
camming
bar 180, such as a cam surface 182 thereof, may be in contact with the pawls
160,
162. With respect to the first pawl 160, camming bar 180 may be translatable
between an engaged position wherein the pawl 160 is rotated into contact with
one of
the plurality of external teeth 156 and a disengaged position wherein the pawl
160 is
rotated into a position spaced from the plurality of external teeth 156.
Interaction
with the cam surface 182 may cause such rotation. With respect to the second
pawl
162, camming bar 180 may be translatable between an engaged position wherein
the
pawl 162 is rotated into contact with one of the plurality of external teeth
156 and a
disengaged position wherein the pawl 162 is rotated into a position spaced
from the
plurality of external teeth 156. Interaction with the cam surface 182 may
cause such
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rotation. Cam surface 182 may, for example, include two or more portions, such
as
three portions as illustrated, which may each when in contact with the pawls
160, 162
rotate the pawls 160, 162 to the various positions. For example, first portion
184 may
cause the first pawl 160 to be in contact with the teeth 156 and second pawl
162 to be
spaced from the teeth 156, second portion 186 may cause the first pawl 160 to
be
spaced from the teeth 156 and second pawl 162 to be spaced from the teeth 156,
and
third portion 186 may cause the first pawl 160 to be spaced from the teeth 156
and
second pawl 162 to be in contact with the teeth 156. With respect to the first
pawl
160, camming bar 180 is in the engaged position when the first portion 184
contacts
the pawl 160 and the disengaged position when the second or third portions
186, 188
contact the pawl 160. Accordingly, when the camming bar 180 is in the
disengaged
position with respect to the first pawl 160, the spring bias can cause the
first body 140
to translate away from the second body 142. With respect to the second pawl
162,
camming bar 180 is in the engaged position when the third portion 188 contacts
the
pawl 162 and the disengaged position when the second or first portions 186,
184
contact the pawl 162.
[0076] As discussed, camming bar 180 can be translatable between various
positions to facilitate operation of the slack adjuster 130 generally. This
translation is
generally based on rotation of the lever 110. For example, rotation of the
first end
112 about the pivot point 116 within first angle range 132 can cause the
camming bar
180 to remain in a position such that the first pawl 160 is in an engaged
position.
Rotation of the first end 112 about the pivot point 116 within second angle
range 134,
however, can cause the camming bar 180 to translate to a position such that
the first
pawl 160 is in a disengaged position. In some embodiments as illustrated,
ratchet
assembly 150 can further include a control rod 190, which can be coupled to
the
camming bar 180 and which can cause such translation of the camming bar 180.
For
example, translation of the control rod 190 can cause translation of the
camming bar
180.
[0077] Referring specifically to Figs. 5 through 7, one embodiment of the
control
rod 190 interaction with the camming bar 180 is provided. As illustrated, the
control
rod 190 may be coupled to fixed rod. The control rod 190 may further include a
coupling point 192 which may be movably coupled to the camming bar 180. During
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rotation of the first end 112 of the lever 110 about the pivot point 116 with
the first
angle range 132, the camming bar 180 (together with the pawls 160, 162, etc.)
may
translate relative to the control rod 190 and coupling point 192 thereof,
which may
remain stationary in terms of translation relative to camming bar 180.
Accordingly,
camming bar 180 may also remain stationary in terms of translation relative to
the
pawls 160, 162 During rotation of the first end 112 of the lever 110 about the
pivot
point 116 with the second angle range 134, a stop 196 of the camming bar 180
may
during translation encounter the coupling point 192 of the control rod 190.
Due to
this contact with the stop 196, continued translation of the camming bar 180
may be
stopped, and the pawls 160, 162 may continue to translate relative to the
camming bar
180. Accordingly, camming bar 180 may translate relative to the pawls 160,
162, and
the slack adjuster 130 may be actuated.
[0078] Additionally, ratchet assembly 150 may include a control spring 198.
This
spring may interact with the camming bar 180 and control rod 190 and may, as
illustrated, provide a spring bias to the camming bar 180 and control rod 190,
such as
in the first direction of travel of the first body 140 away from the second
body 142.
[0079] It should be understood that the present disclosure is not limited
to the
ratchet assemblies 150, slack adjusters 130, etc. described herein, and rather
that any
suitable components for adjusting the distances with braking systems 50 as
discussed
herein are within the scope and spirit of the present disclosure.
[0080] As discussed above, braking system 50 may include a strut assembly
200
Referring now to Figs 14 through 19, embodiments of a strut assembly 200 in
accordance with the present disclosure are provided. The use of assemblies 200
in
accordance with the present disclosure may provide the braking system 50 with
various advantages. For example, strut assembly 200 can provide generally even
transmission of force to the second brake assembly 54 (about the longitudinal
axis),
and can linearly orient the rods to facilitate improved force transmission and
reduce
bending moments, etc., on the rods 90, 100 caused by the linear force
generated by
the actuator 80.
[0081] As discussed, strut assembly 200 can be disposed proximate the
second
brake assembly 54, such as between the tension bar assembly 70 and the
compression
bar 74. Strut assembly 200 may, for example, be connected to the second brake
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assembly 54, such as to the tension bar assembly 70 and/or compression bar 74
as
illustrated. Actuator 80 may be connected to the strut assembly 200, and fixed
rod
100, movable rod 90 (such as the second ends 104, 94 thereof), and live lever
120,
may further be connected to the strut assembly 200.
[0082] In exemplary embodiments, as illustrated, strut assembly 200
includes a
first strut member 202 and a second strut member 204. The second strut member
204
may be spaced apart from the first strut member 202. As shown, no intermediate
bars
or members may directly connect the first and second strut members 202, 204.
In
exemplary embodiments, the first and second strut members 202, 204 may be
generally flat members, as shown.
[0083] Each strut member 202, 204 may include a base 206 and an arm 208
which
extends from the base 206. The base 206 of each strut member 202, 204 may, for
example, be connected to the tension bar assembly 70, such as to the first
tension bar
71 and second tension bar 72. Mechanical fasteners 209 (which in exemplary
embodiments may be nut/bolt combinations but alternatively may be screws,
nails,
rivets, etc.) may, for example, extend through the bases 206 and tension bars
71, 72 to
connect these components together. In exemplary embodiments as shown, the
bases
206 may be generally centered relative to the tension bar assembly 70 along
the
transverse direction T to facilitate even force distribution. Further, in
exemplary
embodiments, the bases 206 may be connected to the tension bar assembly 70 at
two
or more locations, as shown
[0084] The arm 208 of each strut member 202, 205 may, for example, be
connected to the compression bar 74. Mechanical fasteners 209 may, for
example,
extend through the arms 208 and compression bar 74 to connect these components
together. In exemplary embodiments, the location of connection of the aims 208
with
the compression bar 74 may be generally centered relative to the tension bar
assembly
70 along the transverse direction T to facilitate even force distribution. In
some
embodiments, each arm 208 may include a curvilinear and/or offset (along
transverse
axis T) portion which facilitates accommodation of the actuator 80 as shown.
[0085] In exemplary embodiments as shown, the live lever 120 may be coupled
to
the strut assembly 200. Specifically, the pivot point 126 may be coupled to
the strut
assembly 200 (i.e. via a mechanical fastener 209), such as to the first and
second strut
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members 202, 204. In exemplary embodiments as shown, the live lever 120 may be
disposed between the first strut member 202 and the second strut member 204
along
the vertical axis V, as shown.
[0086] Referring now to Figs. 18 and 19, in some embodiments the system 50
may further include a hand brake lever 210. The hand brake lever 210 may
facilitate
manual activation of the system 50 through movement of the hand brake lever
210,
which may cause translation of the movable rod 90 Hand brake lever 210 may,
for
example, include a base 212 and an arm 214 extending therefrom. In exemplary
embodiments as illustrated, the base 212 may be disposed between the first
strut
member 202 and the second strut member 204, as shown. The hand brake lever
210,
such as the base 212 thereof, may be coupled to the pivot point 126 of the
live lever
120 and connected to the movable rod 90, such as the second end 94 thereof. To
actuate the hand brake lever 210, hand brake lever 210 may be manually moved,
such
as by rotating the arm 214. Such movement may cause movement, such as
rotation,
of the base 212, which in turn may cause translation of the movable rod 90.
Subsequent movements of the various components of the system 50 as discussed
herein may result from such movement of the movable rod 90.
[0087] The arm 214 may extend from the base 212 at a suitable angle 216 to
facilitate ease of access. For example, the arm 214 may extend at an angle (to
the
longitudinal axis L ¨ transverse axis T plane) of between 20 degrees and 50
degrees,
such as between 25 degrees and 40 degrees, such as approximately 30 degrees.
[0088] In some embodiments, as illustrated in Figs. 14 through 17, the live
lever
120, the first strut member 202 and the second strut member 204 are disposed
between the first tension bar 71 and the second tension bar 72 along the
vertical axis
V. Alternatively and in particular when a hand brake lever 210 is utilized,
the live
lever 120 and only one of the first strut member 202 or second strut member
204 are
disposed between the first tension bar 71 and the second tension bar 72 along
the
vertical axis V. Notably and advantageously, however, the same components may
be
utilized in both hand brake and non-hand brake embodiments, with the relative
positioning along the vertical axis V modified in hand brake embodiments.
Referring again to Figs. 14 through 19, a flange 220, such as a first flange,
may be
connected to and between the live lever 120, such as the first end 122
thereof, and the
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actuator 80. Flange 220 may thus provide the connection between these
components.
The flange 220 may in exemplary embodiments define a first central
longitudinal axis
Cl which, when the braking system 50 is assembled, may be generally parallel
to the
longitudinal axis L. In exemplary embodiments, the actuator 80 may be
centrally
aligned on the central longitudinal axis Cl such that the linear force
generated by the
actuator 80 is generated along the central longitudinal axis Cl. Notably, the
flange
220 may include a variety of different mounting bore holes defined therein to
facilitate a connection between the flange 220 and various sizes of actuators
80, while
allowing each sized actuator 80 to be desirably centrally aligned.
[0089] Strut assembly 200 may further include a second flange 230. Second
flange 230 may similarly be connectable to the actuator 80 such that, when
assembled
as illustrated, the actuator 80 may be connected to the flange 230.
Accordingly,
actuator 80 may be connectable and, when assembled, connected between the
first
flange 220 and the second flange 230.
[0090] Second flange 230 may include a body 232 and a pocket 234 defined in
the
body 232. To connect the fixed rod 100 to the assembly 200, the second end 104
of
the fixed rod 100 may be, when assembled, disposed within the pocket 234.
Accordingly, pocket 234 may be sized to receive the fixed rod 100, such as the
second
end 104 thereof, therein. Further, advantageously, the pocket 234 may be
centrally
located on the body 232. In exemplary embodiments as illustrated the second
flange
230 generally and/or the pocket 234 thereof may be centrally aligned on the
central
longitudinal axis Cl Accordingly, the linear force generated by the actuator
80 may
be generated along the central longitudinal axis Cl centrally through the
second
flange 230 generally and/or the pocket 234 thereof. Fixed rod 100 may further
extend
along the central longitudinal axis Cl and, because fixed rod 100 is connected
to the
pocket 234 in these embodiments, the linear force can thus advantageously be
transmitted linearly through the fixed rod 100.
[0091] Further, in exemplary embodiments as shown, flange 230 may include a
passage 236 defined in and through the body 232. Passage 236 may allow for an
actuation source, such as in the case of an air bag an air hose (not shown) to
connect
through the flange 230 to the actuator 80.
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[0092] Referring now to Figs. 20 through 22, a braking system 50 may
further
include a plurality of end extensions 250. For example, each brake assembly
52, 54
may include a plurality of end extensions 250. Each end extension 250 may be
connected to a bar assembly 58, 68, such as proximate a brake head 56, 66.
Further,
each end extension 250 may be connected to a brake head 56, 66. The end
extensions
250 generally provide interfaces for supporting the braking system 50 on the
chassis
24. Specifically, the end extensions 250 contact the chassis 24 and support
the
braking system 50 relative to the chassis 24.
[0093] As illustrated, each end extension 250 may include a connector body
252
and a support body 254. In exemplary embodiments as shown the connector body
252 and support body 254 are integral with each other, and thus integrally
formed as a
single, monolithic component. In general, the connector body 252 may connect
the
end extension 250 to other components of the braking system 50, and the
support
body 254 extends from the connector body 252 and provides the interface with
the
chassis 24.
[0094] For example, each end extension 250 (such as the connector body 252
thereof) in exemplary embodiments may be connected at a first connection point
256
(such as via a mechanical fastener 209) to an associated brake head 56, 66 and
bar
assembly 58, 68 (i.e. the compression bar 64, 74 and/or tension bar assembly
60, 70
thereof). For example, a first mechanical fastener 209' may extend through the
end
extension 250 (such as the connector body 252 thereof) and the associated
brake head
56, 66 and bar assembly 58, 68 at the first connection point 256 to connect
these
components together.
[0095] Further, each end extension 250 (such as the connector body 252
thereof)
in exemplary embodiments may be connected at a second connection point 258
(such
as via a mechanical fastener 209) to an associated bar assembly 58, 68 (i.e.
the
compression bar 64, 74 and/or tension bar assembly 60, 70 thereof). For
example, a
second mechanical fastener 209" may extend through the end extension 250 (such
as
the connector body 252 thereof) and the associated bar assembly 58, 68 at the
second
connection point 258 to connect these components together. Notably, however,
the
end extension 250 may not be connected to an associated brake head 56, 66 at
the
second connection point 258. For example, the second mechanical fastener 209"
may
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not extend through the associated brake head 56, 66 at the second connection
point
258. Such use of the second connection point 258 advantageously allows for the
brake heads 56, 66 to be removed (via the first connection point 256, such as
by
removing the first mechanical fastener 209') for inspection, repair,
replacement, etc.,
while the end extension 250 and the associated bar assembly 58, 68 remain
connected
at the second connection point 258 (such as via the second mechanical fastener
209").
Accordingly, entire disassembly of these components is not required for
inspection,
repair, replacement, etc. of the brake heads 56, 66.
[0096] The end extensions 250 may, in exemplary embodiments, position
various
other components of the braking system 50 in advantageous relative locations
along
the vertical axis V. Such positioning may facilitate improved access to the
braking
system 50 and improved braking operation due to reduced wear to the brake
heads 56,
66.
[0097] For example, in some embodiments as shown, the support body 254
(i.e. a
midpoint thereof along the vertical axis V) of each end extension 250 may be
offset
from a midpoint 259 of the associated bar assembly 58, 68 along the vertical
axis V.
As shown, in exemplary embodiments, each support body 254 may be below the
midpoint 259 along the vertical axis V. Such positioning may advantageously
raise
the remaining components of the braking system 50 relative to the chassis 24.
Additionally or alternatively, in some embodiments as shown, each support body
254
may be angled relative to a plane defined by the longitudinal axis L and
transvers axis
T.
[0098] Additionally or alternatively, each brake head 56, 66 may be offset
from
the associated midpoint 259 along the vertical axis V. For example, in
exemplary
embodiments as shown, each brake head 56, 66 may be above the associated
midpoint
259 along the vertical axis V. Such positioning may advantageously reduce
and/or
evenly distribute the wear on the brake pads of the brake head 56, 66 may
faciliting
improved positioning of the brake heads 56, 66 relative to the wheels 12, 18.
[0099] This written description uses examples to disclose the invention,
including
the best mode, and also to enable any person skilled in the art to practice
the
invention, including making and using any devices or systems and performing
any
incorporated methods. The patentable scope of the invention is defined by the
claims,
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and may include other examples that occur to those skilled in the art Such
other
examples are intended to be within the scope of the claims if they include
structural
elements that do not differ from the literal language of the claims, or if
they include
equivalent structural elements with insubstantial differences from the literal
language
of the claims.
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